EP2837914B1 - Systèmes d'affichage et procédés permettant des affichages indiquant une heure d'arrivée requise - Google Patents

Systèmes d'affichage et procédés permettant des affichages indiquant une heure d'arrivée requise Download PDF

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EP2837914B1
EP2837914B1 EP14179151.7A EP14179151A EP2837914B1 EP 2837914 B1 EP2837914 B1 EP 2837914B1 EP 14179151 A EP14179151 A EP 14179151A EP 2837914 B1 EP2837914 B1 EP 2837914B1
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Prior art keywords
speed
rta
aircraft
flight
updated
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German (de)
English (en)
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EP2837914A1 (fr
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Michal Polansky
Jiri Vasek
Bretislav Passinger
Jiri Svoboda
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Honeywell International Inc
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Honeywell International Inc
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00—Aircraft indicators or protectors not otherwise provided for
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
    • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
    • G08G5/0021—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located in the aircraft
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C23/00—Combined instruments indicating more than one navigational value, e.g. for aircraft; Combined measuring devices for measuring two or more variables of movement, e.g. distance, speed or acceleration

Definitions

  • the present disclosure generally relates to display systems, including aircraft display systems, and methods for providing displays. More particularly, the present disclosure relates to display systems and methods for providing displays indicating a required time of arrival.
  • a flight management system is an onboard system that may include RTA capability.
  • RTA capability allows an aircraft to "self-deliver" to a specified waypoint or waypoints of a flight plan at a specified time along a four-dimensional trajectory (latitude, longitude, altitude, and time).
  • the RTA system may be used within the context of a Controlled Time of Arrival (CTA) system to help manage the burden on an air traffic control (ATC) system resource.
  • CTA Controlled Time of Arrival
  • Flight plans are developed in segments between "waypoints," or points in space defined by latitude, longitude, an altitude. These segments have physical or regulatory maximum and minimum airspeed constraints. Further, one or more waypoints in the flight plan may have an RTA assigned to those waypoints, which may be a specific arrival time (i.e. an "At Time RTA") or may be a one sided restriction such as arriving "no earlier than” or "no later than” a specific time.
  • Arriv Time RTA i.e. an "At Time RTA”
  • EP2568256A2 discloses an aircraft system that includes a deviation module and a visual display.
  • the deviation module is configured to receive a flight plan with a flight segment to a waypoint, the flight plan including a lateral profile, a vertical profile, and a time profile, the time profile including a predetermined time of arrival associated with the waypoint.
  • the deviation module is further configured to receive a current lateral position and a current altitude, estimate an estimated time of arrival associated with the waypoint, compare the current lateral position to the lateral profile to generate lateral deviation, compare the current altitude to the vertical profile to generate vertical deviation, and compare the predetermined time of arrival to the estimated time of arrival to generate time deviation.
  • the visual display is coupled to the deviation module and configured to display deviation symbology representing the lateral deviation, the vertical deviation, and the time deviation.
  • the present invention provides a method for providing a display to a flight crew of an aircraft, according to claim 1 of the appended claims.
  • the invention further provides a display system according to claim 10 of the appended claims.
  • a method for providing a display to a flight crew of an aircraft includes receiving a required time of arrival (RTA) control instruction for arriving at a particular waypoint at a particular time, calculating an initial required aircraft speed at which the aircraft is required to fly in order to arrive at the particular waypoint at the particular time, and providing a flight display comprising a speed tape.
  • the speed tape comprises an initial RTA target speed that is graphically displayed using a first symbology.
  • the initial RTA target speed correlates with the initial required aircraft speed.
  • providing the flight display in the above noted manner does not require a concurrent aircraft speed change to match the initial target speed.
  • the method further includes receiving an input accepting the RTA control instruction and calculating an updated required aircraft speed at which the aircraft is required to fly in order to arrive at the particular waypoint at the particular time. If a change in flight conditions has occurred between the steps of calculating the initial required aircraft speed and calculating the updated required aircraft speed, the updated required aircraft speed is either faster or slower than the required aircraft speed. Still further, the method includes updating the flight display comprising displaying the updated RTA target speed on the speed tape using a second symbology that is different from the first symbology and discontinuing the display of the first symbology and providing an instruction to the autothrottle of the aircraft to fly the aircraft at the updated RTA target speed.
  • the RTA control system includes a computer processor that is configured to receive a required time of arrival (RTA) control instruction through the communications interface for arriving at a particular waypoint at a particular time, calculate an initial required aircraft speed at which the aircraft is required to fly in order to arrive at the particular waypoint at the particular time, and generate and send to the image display device a flight display comprising a speed tape.
  • RTA required time of arrival
  • the speed tape includes an initial RTA target speed that is graphically displayed using a first symbology.
  • the initial RTA target speed correlates with the initial required aircraft speed. Further, generating the flight display is not accompanied with a concurrent aircraft speed change command to the flight management system to match the initial target speed.
  • the computer processor is further configured to receive an input accepting the RTA control instruction through the communications interface and calculate an updated required aircraft speed at which the aircraft is required to fly in order to arrive at the particular waypoint at the particular time. If a change in flight conditions has occurred between calculating the initial required aircraft speed and calculating the updated required aircraft speed, the updated required aircraft speed is either faster or slower than the required aircraft speed.
  • the computer processor is configured to generate and send to the image display device an updated flight display comprising the updated RTA target speed on the speed tape using a second symbology that is different from the first symbology and discontinue the display of the first symbology and provide an instruction to the flight management system to cause the autothrottle of the aircraft to fly the aircraft at the updated RTA target speed.
  • the present disclosure generally provides systems and methods for displaying the speed impacts of the time constraint on the Primary Flight Display (PFD) of an aircraft, while the aircraft is in a "negotiation” phase and an “execution phase” of such time constraint.
  • the display provides to the pilot (or aircrew) an overview of impacts of the RTA control strategy on aircraft speed in form of speed range indication and RTA target control speed.
  • the pilot In the first, negotiation phase, the pilot needs to investigate the impact of the potential RTA constraint on the aircraft speed profile in order to decide whether the clearance is acceptable or not. If the pilot decides to accept the RTA constraint, the second, monitoring phase, is started. In this phase, the pilot needs continuous information about the aircraft systems' management of the RTA constraint.
  • the two phases relate to different needs of the pilot which results in different ways of presentation of the RTA speed data as defined in greater detail below.
  • FIG. 1 depicts a block diagram of an exemplary aircraft navigation and control system 100, which may be used to implement various embodiments of the present disclosure.
  • system 100 computes the movement of an aircraft in four dimensions (x, y, z, t), predicts its arrival time at a predetermined waypoint, and displays (in a highly intuitive format) the aircraft's progress in achieving that desired arrival time.
  • the display and method of operation of the display vary depending on whether the system is operating in the "negotiation phase” or the "execution phase” of the time constraint (RTA) implementation.
  • system 100 includes a processing unit 102, a database 104, a flight management system 106, a navigation system 108, a graphics display generator 110, and a visual display 112.
  • processing unit 102 database 104
  • flight management system 106 flight management system 106
  • navigation system 108 graphics display generator 110
  • visual display 112 is a separate component or a subcomponent of another system located either onboard or external to an aircraft.
  • system 100 may be arranged as an integrated system (e.g., aircraft display system, Primary Flight Display system, etc.) or a subsystem of a more comprehensive aircraft system (e.g., flight management system, navigation and control system, target aiming and control system, collision alert and/or avoidance system, weather avoidance system, etc.).
  • aircraft display system e.g., Primary Flight Display system, etc.
  • subsystem of a more comprehensive aircraft system e.g., flight management system, navigation and control system, target aiming and control system, collision alert and/or avoidance system, weather avoidance system, etc.
  • the present disclosure is not limited to aircraft displays, and system 100 may also be implemented for other types of vehicles' electronic displays (such as, for example, spacecraft navigation displays, ship navigation displays, submarine navigation displays, train navigation displays, motor vehicle navigation displays, etc.).
  • processing unit 102 may be a computer processor such as, for example, a microprocessor, digital signal processor, or any suitable processor capable of at least receiving and/or retrieving aircraft flight management information (e.g., from flight management system 106), navigation and control information (e.g., from navigation system 108), terrain information, including waypoint data and coordinate data for airports, runways, natural and man-made obstacles, etc.
  • aircraft flight management information e.g., from flight management system 106
  • navigation and control information e.g., from navigation system 108
  • terrain information including waypoint data and coordinate data for airports, runways, natural and man-made obstacles, etc.
  • a graphics display generator e.g., graphics display generator 110
  • an onboard visual display e.g., visual display 112
  • processing unit 102 may be arranged as a single processor or plurality of processors connected to a data communications bus or system bus.
  • a memory controller/cache may also be connected to the data communications bus or system bus, which may provide an interface between processing unit 102 and a local memory (e.g., RAM, ROM, etc.).
  • a plurality of machine instructions may be stored in the local memory and retrieved and operated on by processing unit 102 to generate the control signals for the graphics display generator 110 and visual display 112.
  • An Input/Output (I/O) bus bridge may also be connected to the data communications bus or system bus, which may provide an interface between processing unit 102 and an I/O bus.
  • processing unit 102 may receive, retrieve and/or send data via such an I/O bus.
  • processing unit 102 in FIG. 1 may vary. As such, the depicted example is provided for illustrative purposes and not meant to imply any architectural limitations with respect to the present disclosure.
  • system 100 also includes database 104 coupled to processing unit 102 (e.g., via an I/O bus connection).
  • database 104 may be a memory device (e.g., non-volatile memory, disk, drive, tape, optical storage device, mass storage device, etc.) that may store digital target location data, terrain data and waypoint data (e.g., latitudinal and longitudinal data) as either absolute coordinate data or as a function of an aircraft's position.
  • a source for the digital target location data, terrain data, and/or waypoint data stored in database 104 may be, for example, a United States Geological Survey (USGS) map having a resolution of approximately 90 meters, which includes topographical relief information that may be used to apply grid lines following the contour of terrain.
  • database 104 may store a location database that includes data defining the actual geographical boundaries of numerous airports and runway.
  • Database 104 may also include, for example, a terrain database, which may include the locations and elevations of natural terrain obstacles such as mountains or other elevated ground areas, and also the locations and elevations of man-made obstacles such as radio antenna towers, buildings, bridges, etc.
  • a terrain database stored in database 104 may also include, for example, the boundaries of restricted airspace, restricted elevations for particular airspace, bodies of water, etc.
  • a terrain database stored in database 104 may be a Jeppesen®-styled database, which may cover, for example, a 300 by 270 mile area of terrain and include topographical relief information.
  • airport and runway location data and terrain data stored in database 104 may be received from an onboard device that senses and maps man-made obstacles (e.g., airports, runways, etc.) and variations in terrain, such as, for example, a Forward Looking Infrared (FLIR) sensor, or an active or passive type of radar device.
  • FLIR Forward Looking Infrared
  • airport and runway location data, and other types of high priority target data may be retrieved and/or received by processing unit 102 from a suitable source of such data, such as, for example, an onboard flight management system database (e.g., a component of flight management system 106), an onboard navigation database (e.g., a component of navigation system 108), an onboard FLIR sensor or radar device, or an external database (e.g., via a data communication up-link).
  • a suitable source of such data such as, for example, an onboard flight management system database (e.g., a component of flight management system 106), an onboard navigation database (e.g., a component of navigation system 108), an onboard FLIR sensor or radar device, or an external database (e.g., via a data communication up-link).
  • system 100 also includes flight management system 106 and navigation system 108 coupled to processing unit 102 (e.g., via a respective I/O bus connection).
  • flight management system 106 and navigation system 108 are depicted as separate components in the example embodiment of system 100.
  • flight management system 106 and navigation system 108 and/or their functions of flight management, navigation and control may be combined in one system (e.g., in flight management system 106), or navigation system 108 may be a subsystem of flight management system 106.
  • flight management system 106 and/or navigation system 108 may provide navigation data associated with the aircraft's current position and flight direction (e.g., heading, course, track, etc.) to processing unit 102.
  • navigation system 108 may include, for example, an inertial navigation system, a satellite navigation system (e.g., Global Positioning System) receiver, VLF/OMEGA, Loran C, VOR/DME, DME/DME, IRS, aircraft attitude sensors, or the navigation information may come from flight management system 106.
  • the navigation data provided to processing unit 102 may also include information about the aircraft's airspeed, ground speed, altitude (e.g., relative to sea level), pitch, and other important flight information if such information is desired.
  • flight management system 106 and/or navigation system 108 may include any suitable position and direction determination devices that are capable of providing processing unit 102 with at least an aircraft's current position (e.g., in latitudinal and longitudinal form), the real-time direction (heading, course, track, etc.) of the aircraft in its flight path, and other important flight information (e.g., airspeed, altitude, pitch, attitude, etc.).
  • aircraft's current position e.g., in latitudinal and longitudinal form
  • the real-time direction heading, course, track, etc.
  • other important flight information e.g., airspeed, altitude, pitch, attitude, etc.
  • system 100 also includes graphics display generator 110 coupled to processing unit 102 (e.g., via an I/O bus connection) and visual display 112.
  • Visual display 112 may also be coupled to processing unit 102 (e.g., via an I/O bus connection).
  • visual display 112 may include any device or apparatus suitable for displaying various types of computer-generated symbols and information, in an integrated, multi-color or monochrome form, representing one or more of pitch, heading, flight path, airspeed, altitude, targets, waypoints, terrain, flight path marker data, and notably, a graphical indication of the aircraft's progress in arriving at a predetermined location (e.g., waypoint) at a predetermined time.
  • processing unit 102 uses aircraft position, direction (e.g., heading, course, track, etc.), speed data retrieved (or received) from flight management system 106 and/or navigation system 108, wind data (e.g., speed, direction) and terrain (e.g., waypoint) data retrieved (or received) from database 104, processing unit 102 executes one or more algorithms (e.g., implemented in software) for determining the current position of the host aircraft, its heading (course, track, etc.), and computing an ETA for a predetermined location (e.g. waypoint) based on the aircraft's current speed.
  • algorithms e.g., implemented in software
  • Processing unit 102 then generates a plurality of display control signals representing, among other things, a graphical indication showing the aircraft's progress in arriving at a predetermined location (e.g., waypoint) at a predetermined time, and sends the plurality of display control signals to visual display 112 via graphics display generator 110.
  • visual display 112 is an aircraft cockpit, multi-color display (e.g., a Primary Flight Display).
  • Graphics display generator 110 interprets the received plurality of display control signals and generates suitable display symbols, which are presented on a screen or monitor of visual display 112.
  • flight management system 106 calculates maneuvering directions for the aircraft autopilot based on the current location and altitude of the aircraft relative to a specific waypoint along its flight plan and an RTA at that waypoint. At least some of these maneuvering directions are determined by the RTA system based upon the RTA included in the aircraft's flight plan.
  • the RTA may be calculated and configured by an RTA system configured to build a computerized profile of a flight plan of an aircraft in the vertical, lateral and temporal dimensions. Preferably, however, such functions are integrated into the flight management system 106.
  • the RTA system may be incorporated into any suitable cockpit component as a sub-component or as a software module without departing from the scope of the disclosure herein.
  • an existing cockpit display screen may be used to display the above-described flight information symbols and data
  • the present disclosure is not intended to be so limited and may include any suitable type of display medium capable of visually presenting multi-colored or monochrome flight information for a pilot or other flight crew member.
  • many known display monitors are suitable for displaying such flight information, such as, for example, various CRT and flat-panel display systems (e.g., CRT displays, LCDs, OLED displays, plasma displays, projection displays, HDDs, HUDs, etc.).
  • visual display 112 may be implemented as a heads-down Primary Flight Display by a DU-1080 Display Unit or DU-1310 Display Unit, which are color active matrix LCD-based devices produced by Honeywell International Inc. of Monistown, N.J.
  • an exemplary HUD that may be used for visual display 112 is the HUD2020 device also produced by Honeywell International Inc.
  • graphics display generator 110 may be configured to provide to a screen or monitor of visual display 112 (e.g., responsive to operations of processing unit 102) at least visual symbols (e.g., preferably, but not necessarily, in graph form) that represent the aircraft's current speed, and also indicate to what extent the aircraft's speed should be increased or decreased in order for the aircraft to arrive at a predetermined location (e.g., waypoint, waypoint and altitude, etc.) at a predetermined time, and further indicate any constraints that may be present regarding the aircraft's speed.
  • a predetermined location e.g., waypoint, waypoint and altitude, etc.
  • the predetermined location data may include, for example, data retrieved or received from a navigation database, traffic and collision avoidance system, up-linked data from an external database, data from a FLIR sensor or radar device, and/or any other suitable source of location information useful to a pilot or other flight crew member.
  • the current speed data may include, for example, data from an onboard inertial guidance system, navigation system, flight management system, etc.
  • graphics display generator 110 may render a multi-colored (or monochrome) image on a screen of visual display 112, of a plurality of rectangular symbols that indicate the aircraft's current speed and to what extent the aircraft's speed should be increased or decreased in order for the aircraft to reach a predetermined location at a predetermined time, relevant speed constraint information, along with relevant navigation information (e.g., suitable symbols representing locations of man-made obstacles and natural obstacles, and other typical flight management information, etc.).
  • Graphics display generator 110 e.g., responsive to operations of processing unit 102 may also render multi-colored or monochromatic images of terrain and weather data on the screen of visual display 112.
  • a display system as illustrated in FIG. 1 may be used in connection with a flight crew deciding whether to accept an RTA control request from an ATC facility, and, once such control request is accepted, in monitoring the progress of the flight in connection with the RTA.
  • a flight crew is typically interested in the following: How will the aircraft speed be changed if the RTA is accepted? Will the aircraft fly faster or slower with respect to the current speed? What is the relative magnitude of the speed change and what are the limits of RTA speed management algorithm in respect to aircraft speed envelope?
  • the flight crew is typically interested in the following: What is the current range of the aircraft RTA speed management (i.e.
  • embodiments of the present disclosure generally provide systems and methods for displaying the speed impacts of the time constraint on the Primary Flight Display (PFD) of an aircraft, while the aircraft is in a "negotiation” phase and an “execution phase” of such time constraint.
  • the display provides to the pilot (or aircrew) an overview of impacts of the RTA control strategy on aircraft speed in form of speed range indication and RTA target control speed.
  • the pilot In the first, negotiation phase, the pilot needs to investigate the impact of the potential RTA constraint on the aircraft speed profile in order to decide whether the clearance is acceptable or not. If the pilot decides to accept the RTA constraint, the second, monitoring phase, is started. In this phase, the pilot needs continuous information about the aircraft systems' management of the RTA constraint.
  • the two phases relate to different needs of the pilot which results in different ways of presentation of the RTA speed data as defined in greater detail below.
  • the aircrew has received an ATC instruction to accept or decline a time constrain in the active flight plan.
  • the pilot's decision whether to accept or decline is primarily based on the following considerations: the phase of flight in which the RTA shall be applied and the safety, performance, and business aspects, such as the impact on speed, altitude, fuel, and time of arrival, for example, among others.
  • the display systems and associated methods disclosed herein provide an "RTA pending state" of operation wherein a proposed first RTA speed adjustment and a proposed RTA speed range are displayed in suitable form on PFD, in conformance with the ATC instruction under consideration.
  • the pilot needs to be provided with an appropriate level of information about the following: able/unable status of the RTA and the evolution of the time constraint in the speed domain.
  • the speed domain information is important for pilot from several reasons, including to monitor the position of the actual speed target within the allowed RTA speed interval and to monitor the trend of the RTA speed target evolution with respect to the RTA speed interval.
  • the display systems and associated methods disclosed herein provide an "RTA monitoring state" of operation wherein both those aspect are reflected in the display.
  • method 200 includes an initial step of maintaining flight including a three-dimensional trajectory vector and a fourth dimension including time synchronization. As is known in the art, this is considered a "default" flight operational state for any known 4D trajectory environment.
  • the lateral and vertical flight plans are synchronized between the airborne and the ground side.
  • the ground In SESAR i4D environment, the ground is aware by means of ADS-C with EPP (extended projected profile) technology of ETA and ETA minimum/maximum predictions for each or pre-defined waypoint.
  • EPP extended projected profile
  • the presently described embodiments will be generally applicable even in the case that ADS-C EPP or other means of trajectory synchronization are not present in a particular aircraft or ground facility.
  • an RTA clearance control may be received by the flight crew of the aircraft as indicated at step 202 of method 200.
  • ATC clearance may be received either via voice or by the CROSS type of CPDLC message, as is known in the art.
  • the flight crew will notice, read, and accept the control request as "possible" in most situations wherein the crew is not aware of an immediate reason for rejecting the control request, for example an emergency situation.
  • the time constraint is entered into the FMS, as shown at step 203.
  • the time constraint is considered as "pending confirmation" (204)-that is, the system performs all of the required calculations for such constraint, as will be described in greater detail below, but does not make any flight control changes pending further input from the flight crew, after they have had an opportunity to review the proposed flight control changes.
  • "RTA pending" step (or phase) 204 the ETAs for all waypoints, the ETD (estimated time to destination), the impact on fuel, the minimum/maximum RTA control speed range, and the initial RTA target speed are displayed to the crew (exemplary displays are provided in greater detail below in connection with the discussion regarding FIGS. 3-6 ).
  • the flight crew evaluates all factors that could influence the safety of the flight (e.g., weather conditions, distance to alternates, on-board situation) or airline/customer policy, with the proposed speed constraint information readily available to them via the display, and decides to confirm or reject the time constraint clearance. That is, the minimum/maximum RTA control speed range and the initial RTA target speed display supports crew awareness of the immediate and worst case impact of the FMS RTA algorithm in relation to aircraft speed.
  • the method may revert to either step 201 or 202 for rerouting or alternative RTA clearance negotiation, if necessary.
  • the FMS RTA algorithm is not capable to comply with the time constraint the crew is made aware about the fact by annunciation or by the display.
  • SESAR i4D ATC is automatically informed via ADS-C with EPP. In such case ATC shall contact crew via voice and offer resolution, for example either the flight crew or ATC may request a route deviation.
  • the system enters an "RTA monitoring" phase, wherein the FMS is flying the RTA and the crew is monitoring the ability to comply with clearance on a portion of the display.
  • RTA monitoring the minimum/maximum RTA control speed range and current RTA target speed display, as currently implemented by the FMS, supports crew awareness of current and worst case impact of FMS RTA algorithm on aircraft speed.
  • the RTA control may terminate either by the RTA being achieved, i.e., the desired waypoint has been reached, and the status of the RTA being actively flown and monitored is removed from the display, or by the RTA being cancelled, i.e., ATC cancels the time constraint by uplink message or by voice instruction, and the flight crew will remove the RTA from the given waypoint.
  • FIGS. 3A and 3B an exemplary portion 301 of a flight display is shown that indicates the airspeed of the aircraft to the flight crew, both in graphical and numerical format. In common parlance, this portion of the display is referred to as the "speed tape.” With reference to FIGS. 3A and 3B , an exemplary portion 301 of a flight display is shown that indicates the airspeed of the aircraft to the flight crew, both in graphical and numerical format. In common parlance, this portion of the display is referred to as the "speed tape.” With reference to FIGS.
  • the speed tape 301 includes a first numerical current airspeed indicator 302, a graphical speed range indicator 303, a second numerical current airspeed indicator 304, an angle of attack (“AOA") indicator 306, a mach speed indicator 305, and a stall speed indicator 307.
  • AOA angle of attack
  • FIG. 3A represents the speed tape 301 in the negotiation phase
  • FIG. 3B represents the speed tape 301 in the monitoring phase
  • the speed tape 301 includes a negotiation phase RTA target speed indicator 311, a current target speed indicator 312 (for example as set using the mode control panel), and a negotiation phase RTA lower speed range indicator 313.
  • the RTA control speed range indicator 313 provides a graphical representation of speed range in which RTA speed will be controlled by the RTA algorithm.
  • the initial RTA target speed 311 informs the pilot about predicted initial speed adjustment by its position within RTA control speed range about future possible speed adjustments.
  • RTA control speed range value is out of speed tape view, it is not displayed.
  • RTA target speed 311 is placed above current speed, and as a result the aircraft will speed up (if RTA is accepted).
  • the speed tape 301 may also display maximum/minimum RTA speed limit indications that are out of speed tape view, for example, with different symbols, accompanied by, a numerical value, etc.
  • the symbology changes such that the target speed becomes a current RTA target speed 322 and moves to where the negotiation phase RTA target speed 311 was.
  • the speed tape 301 thus indicates acceleration by the autothrottle (309) to meet the current RTA target speed.
  • the negotiation phase RTA lower speed range indicator 313 also changes symbology to a current RTA lower speed range indicator 323, for example a change in color, shape, pattern, etc.
  • FIGS. 4A and 4B illustrate the RTA monitoring phase including a current RTA upper speed range indicator 321.
  • the system is accelerating to the current RTA target.
  • the current RTA control speed range during the monitory phase represents limits of the RTA speed control algorithm that may be used for a given configuration (it changes with altitude, wind margins used, etc.).
  • the range may be further indirectly limited by pilot settings to the FMS (e.g., cost index) and represents maximum/minimum allowed speeds for RTA algorithm.
  • Indicators of these control speed limits are displayed only when speed tape is in appropriate range of indicators visibility. If RTA control speed limit value is out of speedtape view, control speed limits are not displayed to decrease the speed tape clutter (as both speed limits are always present when RTA algorithm is active).
  • FIGS. 5A through 5D illustrate a "saturated" airspeed condition, wherein the current RTA target speed 322 in the monitoring phase is saturated to the current RTA upper speed range indicator 321 / current RTA lower speed range indicator 323 (not displayed).
  • FIG. 5A shows the autothrottle accelerating to the upper limit saturation
  • FIG. 5B shows the autothrottle maintaining speed at the upper limit saturation.
  • FIG. 5C shows the autothrottle decelerating to the lower limit saturation
  • FIG. 5D shows the autothrottle maintaining speed at the lower limit saturation.
  • the target indicator may be displayed in a top (or bottom) region 350 of the speed tape, with only a partial symbol.
  • the initial RTA target speed indicator 311 is partially indicated at the region 350 during the negotiation phase
  • the current RTA target speed indicator 322 is partially indicated at the region 350 during the monitoring phase (as shown, the aircraft is also accelerating).
  • RTA text beside the speed target indicator will change to one format (RTA is considered as UNABLE even before it is activated). IF ABLE is the case, RTA text would be in another format.
  • the present disclosure has set forth an improved flight display system with numerous benefits over the prior art.
  • the present disclosure provides systems and methods for displaying the speed impacts of the time constraint on the Primary Flight Display (PFD) of an aircraft, while the aircraft is in a "negotiation” phase and an "execution phase” of such time constraint.
  • the display provides to the pilot (or aircrew) an overview of impacts of the RTA control strategy on aircraft speed in form of speed range indication and RTA target control speed.

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Claims (10)

  1. Procédé de fourniture d'un affichage à un équipage de conduite d'un aéronef, comprenant les étapes suivantes :
    réception (202) d'une instruction de commande d'heure requise d'arrivée (RTA) pour arriver à un point de cheminement particulier à une heure particulière ;
    dans une phase de négociation, calcul (204) d'une vitesse d'aéronef requise initiale à laquelle l'aéronef est tenu de voler pour arriver au point de cheminement particulier à l'heure particulière ;
    fourniture d'un affichage de vol comprenant un ruban de vitesse (301), le ruban de vitesse comprenant une vitesse cible initiale de RTA qui est affichée graphiquement à l'aide d'une première symbologie (311), la vitesse cible initiale de RTA étant corrélée avec la vitesse d'aéronef requise initiale, et la fourniture de l'affichage de vol ne s'accompagnant pas d'un changement de vitesse d'aéronef simultané pour assurer un calage sur la vitesse cible initiale, le ruban de vitesse (301) comprenant en outre un indicateur graphique (321, 323) d'une limite de plage de vitesses de commande de RTA supérieure et d'une limite de plage de vitesses de commande de RTA inférieure, la plage de vitesses de commande de RTA étant fonction de chacun des éléments suivants : une altitude de l'aéronef, des marges de vent de l'aéronef et un indice de coût de l'aéronef ;
    réception (204) d'une entrée acceptant l'instruction de commande de RTA ;
    dans une phase d'exécution, calcul (206) d'une vitesse d'aéronef requise actualisée à laquelle l'aéronef est tenu de voler pour arriver au point de cheminement particulier à l'heure particulière ; si un changement des conditions de vol s'est produit entre les étapes de calcul de la vitesse d'aéronef requise initiale et de calcul de la vitesse d'aéronef requise actualisée, la vitesse d'aéronef requise actualisée étant soit plus rapide, soit plus lente que la vitesse d'aéronef requise initiale ;
    actualisation de l'affichage de vol comprenant l'affichage de la vitesse cible actualisée de RTA sur le ruban de vitesse à l'aide d'une deuxième symbologie (322) différente de la première symbologie (311) et l'interruption de l'affichage de la première symbologie (311) ; et
    fourniture d'une instruction à l'automanette de l'aéronef pour amener l'aéronef à voler à la vitesse cible actualisée de RTA.
  2. Procédé selon la revendication 1, dans lequel la première symbologie (311) est une première couleur et la deuxième symbologie (322) est une deuxième couleur différente de la première couleur.
  3. Procédé selon la revendication 1, dans lequel la première symbologie (311) est une première forme et la deuxième symbologie (322) est une deuxième forme différente de la première forme.
  4. Procédé selon la revendication 1, dans lequel l'étape de réception (202) de l'instruction de commande de RTA comprend l'étape de réception de l'instruction de commande depuis un système automatisé de délivrance d'instructions de commande installé au sol.
  5. Procédé selon la revendication 1, dans lequel l'étape de réception (202) de l'instruction de commande de RTA comprend l'étape de réception de l'instruction de commande depuis une entrée de l'équipage de conduite, et dans lequel l'étape de réception d'une entrée acceptant l'instruction de commande de RTA comprend l'étape de réception d'une entrée depuis l'équipage de conduite.
  6. Procédé selon la revendication 1, dans lequel l'étape de fourniture de l'affichage de vol comprenant la vitesse cible initiale de RTA comprend en outre l'étape de fourniture d'un affichage de vol comportant un indicateur de plage de vitesses supérieure initiale de RTA (321) qui est plus grand que la vitesse cible initiale de RTA (311), l'indicateur de plage de vitesses supérieure initiale de RTA (321) représentant une estimation d'une vitesse maximale au sein d'une plage de vitesses et étant calculé conjointement avec la vitesse cible initiale de RTA (311).
  7. Procédé selon la revendication 6, dans lequel l'étape d'actualisation de l'affichage de vol comprenant la vitesse cible actualisée de RTA comprend en outre l'étape de fourniture d'un affichage de vol comportant un indicateur de plage de vitesses supérieure actualisée de RTA (321) qui est plus grand que la vitesse cible actualisée de RTA, l'indicateur de plage de vitesses supérieure actualisée de RTA (321) représentant une estimation actualisée d'une vitesse maximale à laquelle l'aéronef pourra voler afin d'atteindre la RTA et étant calculé conjointement avec la vitesse cible actualisée de RTA, une symbologie (322) de la plage de vitesses supérieure actualisée de RTA étant différente d'une symbologie (311) de la plage de vitesses supérieure initiale de RTA.
  8. Procédé selon la revendication 1, dans lequel l'étape d'actualisation de l'affichage de vol comprenant la vitesse cible initiale de RTA comprend en outre l'étape de fourniture d'un affichage de vol comportant un indicateur de plage de vitesses inférieure initiale de RTA (313) qui est plus petit que la vitesse cible initiale de RTA (311), l'indicateur de plage de vitesses inférieure initiale de RTA (313) représentant une estimation d'une vitesse minimale au sein d'une plage de vitesses et étant calculé conjointement avec la vitesse cible initiale de RTA (311) .
  9. Procédé selon la revendication 8, dans lequel l'étape d'actualisation de l'affichage de vol comprenant la vitesse cible actualisée de RTA comprend en outre l'étape de fourniture d'un affichage de vol comportant un indicateur de plage de vitesses inférieure actualisée de RTA (323) qui est inférieur à la vitesse cible actualisée de RTA, l'indicateur de plage de vitesses inférieure actualisée de RTA représentant une estimation actualisée d'une vitesse minimale à laquelle l'aéronef pourra voler afin d'atteindre la RTA et étant calculé conjointement avec la vitesse cible actualisée de RTA, une symbologie de l'indicateur de plage de vitesses inférieure actualisée de RTA (323) étant différente d'une symbologie de l'indicateur de plage de vitesses inférieure initiale de RTA (313).
  10. Système d'affichage configuré pour fournir un affichage à un équipage de conduite d'un aéronef, comprenant :
    un dispositif d'affichage d'image (112) ;
    une interface de communications (108) ;
    un dispositif de stockage de données (104) stockant des informations de navigation ;
    un système de gestion de vol (106) comprenant une fonctionnalité d'automanette ; et
    un système de commande de RTA en communication électronique fonctionnelle avec le dispositif d'affichage d'image (112), l'interface de communications (108), le dispositif de stockage de données (104) et le système de gestion de vol (106), le système de commande de RTA comprenant un processeur (102) d'ordinateur configuré pour :
    recevoir (202), par le biais de l'interface de communications, une instruction de commande d'heure requise d'arrivée (RTA) pour arriver à un point de cheminement particulier à une heure particulière ;
    dans une phase de négociation, calculer (204) une vitesse d'aéronef requise initiale à laquelle l'aéronef est tenu de voler pour arriver au point de cheminement particulier à l'heure particulière ;
    générer et envoyer au dispositif d'affichage d'image un affichage de vol comprenant un ruban de vitesse (301), le ruban de vitesse (301) comprenant une vitesse cible initiale de RTA qui est affichée graphiquement à l'aide d'une première symbologie (311), la vitesse cible initiale de RTA étant corrélée avec la vitesse d'aéronef requise initiale, et la génération de l'affichage de vol ne s'accompagnant pas d'une consigne de changement de vitesse d'aéronef simultanée vers le système de gestion de vol pour assurer un calage sur la vitesse cible initiale, le ruban de vitesse (301) comprenant en outre un indicateur graphique (321, 323) d'une limite de plage de vitesses de commande de RTA supérieure et d'une limite de plage de vitesses de commande de RTA inférieure, la plage de vitesses de commande de RTA étant fonction de chacun des éléments suivants : une altitude de l'aéronef, des marges de vent de l'aéronef et un indice de coût de l'aéronef ;
    recevoir (204), par le biais de l'interface de communications (108), une entrée acceptant l'instruction de commande de RTA ;
    dans une phase d'exécution, calculer (206) une vitesse d'aéronef requise actualisée à laquelle l'aéronef est tenu de voler pour arriver au point de cheminement particulier à l'heure particulière ; si un changement des conditions de vol s'est produit entre le calcul de la vitesse d'aéronef requise initiale et le calcul de la vitesse d'aéronef requise actualisée, la vitesse d'aéronef requise actualisée étant soit plus rapide, soit plus lente que la vitesse d'aéronef requise ;
    générer et envoyer au dispositif d'affichage d'image un affichage de vol actualisé comprenant la vitesse cible actualisée de RTA sur le ruban de vitesse à l'aide d'une deuxième symbologie (322) différente de la première symbologie (311) et interrompre l'affichage de la première symbologie (311) ; et
    fournir une instruction au système de gestion de vol pour amener l'automanette de l'aéronef à faire voler l'aéronef à la vitesse cible actualisée de RTA.
EP14179151.7A 2013-08-12 2014-07-30 Systèmes d'affichage et procédés permettant des affichages indiquant une heure d'arrivée requise Active EP2837914B1 (fr)

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EP2837914A1 (fr) 2015-02-18

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